Tire with turned down ply construction

ABSTRACT

A tire having an outside-in ply construction is provided which torques the tire bead into the rim of the wheel to which it is mounted. The tire has first and second axially-spaced bead cores, a carcass having at least one belt extending under a tread, and a first ply layer having first and second ends. A first end is located axially outside and adjacent a first bead core, and a second end folds from a position axially outside a second bead core to a position axially inside and around the second bead core. The carcass further comprises a second ply layer having first and second ends, a first end is located axially outside and adjacent the second bead core, and a second end that folds from a position axially outside a first bead core to a position axially inside and around the first bead core. The tire may also comprise a first and second axially-spaced bead core, a carcass having at least one belt extending under a tread, and a first ply layer having first and second ends, a first end is located axially outside and adjacent a first bead core, and a second end that is located axially outside and adjacent a second bead core. The carcass further comprises first and second shoulder ply layers each shoulder ply layer having first and second ends, a first end is located under the tread belt, the shoulder ply extending down the side wall region with the second end folding from a position axially outside a respective bead core to a position axially inside and around the bead core.

FIELD

This invention relates to pneumatic tires, and more particularly, theinvention relates to ply constructions for tires.

BACKGROUND OF THE INVENTION

Modem passenger tires are typically constructed as shown in FIGS. 1 and2, wherein the turn-up ends 20 of the ply wrap around the bead cores 26in an inside-out fashion with reference to the interior 30 and exterior32 of the tire. When the tire is inflated, the radial ply 15 exerts aninherent upward force F₁ as shown in FIG. 1. The force F₁ exerted by theradial ply 15 causes the bead cores 26 to rotate in a direction R₁,causing the toe 36 to lift away from the rim (not shown). Thisconfiguration is standard on the vast majority of tire constructions.

It is known in the prior art to utilize an “outside-in” configurationwherein the ply is wrapped around the bead so that the turn up end islocated on the inside of the tire or inside the apex. The reversing ofthe location of the ply turnup results in the reversing of the directionof the force on the ply (not shown), torquing the toe 36 into the rim.Further, this reversed torquing action utilizes the material in the beadmore efficiently allowing the bead size to be proportionately reduced.Other associated components can then also be reduced. Even a smalldecrease in the amount of materials needed to produce a tire can resultin significantly decreased material expenses for a manufacturer engagedin high-volume tire production. There is a need for a tire havingreduced weight that provides the desired performance characteristics andcan be produced with fewer materials at a lower cost.

SUMMARY

The present invention provides a tire utilizing an outside-in plyconstruction which torques the tire bead into the rim of the wheel towhich it is mounted. The tire's outside-in ply construction also servesto pull down the toe of the tire, improving contact between the tire andthe rim and to reduce rim indentation. The outside-in ply constructionallows the rim to provide greater support for the tire. The reversepulling direction of the ply reduces toe lifting and facilitates the useof a smaller bead and reduces the tire's weight and material usage.

The invention provides in a first aspect a pneumatic tire comprising afirst and second axially-spaced bead core, a carcass having at least onebelt extending under a tread, and a first ply layer having a centralportion located under the belt and tread, the first ply layer havingfirst and second ends, a first end is located axially outside andadjacent a first bead core, and a second end that extends from aposition axially outside a second bead core to a position axially insideand around the second bead core; the carcass further comprising a secondply layer having first and second ends, a first end is located axiallyoutside and adjacent the second bead core, and a second end that extendsfrom a position axially outside a first bead core to a position axiallyinside and around the first bead core.

The invention provides in a second aspect a pneumatic tire comprising afirst and second axially-spaced bead core, a carcass having at least onebelt extending under a tread, and a first ply layer having first andsecond ends, a first end is located axially outside and adjacent a firstbead core, and a second end that is located axially outside and adjacenta second bead core; the carcass further comprising first and secondshoulder ply layers, each shoulder ply layer having first and secondends, a first end is located under the tread belt, the shoulder plyextending down the side wall region with the second end folding from aposition axially outside a respective bead core to a position axiallyinside and around the bead core.

The invention will best be understood with reference to the followingdescription of preferred embodiments taken in conjunction with theaccompanying drawings.

DEFINITIONS

“Aspect Ratio” means the ratio of a tire's section height to its sectionwidth.

“Axial” and “axially” means the lines or directions that are parallel tothe axis of rotation of the tire.

Bead” or “Bead Core” means generally that part of the tire comprising anannular tensile member, the radially inner beads are associated withholding the tire to the rim being wrapped by ply cords and shaped, withor without other reinforcement elements such as flippers, chippers,apexes or fillers, toe guards and chafers.

“Belt Structure” or “Reinforcing Belts” means at least two annularlayers or plies of parallel cords, woven or unwoven, underlying thetread, unanchored to the bead, and having both left and right cordangles in the range from 17° to 27° with respect to the equatorial planeof the tire.

“Bias Ply Tire” means that the reinforcing cords in the carcass plyextend diagonally across the tire from bead-to-bead at about 25-65°angle with respect to the equatorial plane of the tire, the ply cordsrunning at opposite angles in alternate layers

“Breakers” or “Tire Breakers” means the same as belt or belt structureor reinforcement belts.

“Carcass” means a laminate of tire ply material and other tirecomponents cut to length suitable for splicing, or already spliced, intoa cylindrical or toroidal shape. Additional components may be added tothe carcass prior to its being vulcanized to create the molded tire.

“Circumferential” means lines or directions extending along theperimeter of the surface of the annular tread perpendicular to the axialdirection; it can also refer to the direction of the sets of adjacentcircular curves whose radii define the axial curvature of the tread asviewed in cross section.

“Cord” means one of the reinforcement strands, including fibers, whichare used to reinforce the plies.

“Inner Liner” means the layer or layers of elastomer or other materialthat form the inside surface of a tubeless tire and that contain theinflating fluid within the tire.

“Inserts” means the reinforcement typically used to reinforce thesidewalls of runflat-type tires; it also refers to the elastomericinsert that underlies the tread.

“Ply” means a cord-reinforced layer of elastomer-coated, radiallydeployed or otherwise parallel cords.

“Radial” and “radially” mean directions radially toward or away from theaxis of rotation of the tire.

“Radial Ply Structure” means the one or more carcass plies or which atleast one ply has reinforcing cords oriented at an angle of between 65°and 90° with respect to the equatorial plane of the tire.

“Radial Ply Tire” means a belted or circumferentially-restrictedpneumatic tire in which the ply cords which extend from bead to bead arelaid at cord angles between 65° and 90° with respect to the equatorialplane of the tire.

“Sidewall” means a portion of a tire between the tread and the bead.

“Laminate structure” means an unvulcanized structure made of one or morelayers of tire or elastomer components such as the innerliner,sidewalls, and optional ply layer.

BRIEF DESCRIPTION OF DRAWINGS

In the accompanying drawings:

FIG. 1 is a cross-sectional view of the general construction of a priorart tire;

FIG. 2 illustrates an expanded cross-sectional view of the prior artbead region of the tire of FIG. 1;

FIG. 3 is a cross-sectional view of the general construction of a tireaccording to a first embodiment of the present invention;

FIGS. 4A-4C are cross-sectional views showing the layout of the tirecomponents on a tire building drum illustrating the components beforeturn-up of the ply, the right side turn up and the left side turn uprespectively.

FIG. 5 is a cross-sectional view of the general construction of a tireaccording to a second embodiment of the present invention;

FIGS. 6A-6B are cross-sectional views showing the layout of the tirecomponents on a tire building drum of the tire of FIG. 5. FIG. 6Aillustrates the components before turn-up of the ply, and FIG. 6Billustrates the tire components after turn-up of the ply.

FIG. 7 is a cross-sectional view of another embodiment of a tire inaccordance with the invention.

FIGS. 8A-8B are cross-sectional views showing the layout of the tirecomponents on a tire building drum of the tire of FIG. 7. FIG. 8Aillustrates the components before turn-up of the ply, and FIG. 8Billustrates the tire components after turn-up of the ply, respectively.

FIGS. 9A and 9B are a partial cross-sectional view of a first embodimentof a ply layer, and a first and second ply layer, respectively;

FIGS. 10A and 10B are a partial cross-sectional view of a secondembodiment of a ply layer, and a first and second ply layer,respectively.

FIGS. 11A, 11B and 11C are partial cross-sectional views of a thirdembodiment of a ply layer;

FIG. 12 is a side view of a calender system for forming ply;

FIG. 13 is a side view of a cross feed extruder system having a die asshown in FIG. 13A for forming ply as shown in FIG. 13B.

DESCRIPTION OF THE PREFERRED EMBODIMENT(S)

With particular reference to FIG. 3, there is illustrated across-sectional view of a first embodiment of a tire 100 of the presentinvention. The tire 100 has a tread portion 102 and a pair of sidewalls104 a,b wherein the sidewalls are connected to the tread portion byshoulder regions 106. The tire may have one or more reinforcing belts108 which laterally extend under the tread 102. A carcass 110 of thetire includes an innerliner 112 which extends from bead 114 a to bead114 b. The carcass further comprises a first ply layer 120 and a secondply layer 130. The carcass may comprise additional ply layers if needed.The first ply 120 has a reverse turned up end with the end 122 of theply located on the interior portion 124 of the tire. The first ply 120extends down from the turned up end 122, wraps along the outer portionof bead 114 a, up the sidewall 104 a, under the tread 102, down thesidewall 104 b with a second end 128 extending down to bead 114 b. Thesecond end 128 does not wrap around bead 114 b. The second end 128 istucked in between bead 114 b and second ply layer 130.

A second layer of ply 130 is located radially outward of the first layerof ply 120. The second layer has a first end 132 located adjacent bead114 a and outside of first ply layer 120. The second ply layer 130 doesnot wrap around bead 114 a. The second layer of ply 130 extends upwardlyfrom the bead 114 a, under the sidewall 104 a, under the tread belts108, under the opposite shoulder 104 b, down and around the outside ofbead 114 b, and ending in a turned up end 134 located on the interiorportion 124 of the tire. Thus each ply layer 120,130 has only one turnedup end 122, 134 that wraps around a bead in a reversed direction ascompared to conventional tires.

The ply layers 120,130 may be of standard construction, i.e., comprisedof a layer of elastomer-coated cords, with the cords typically angled inthe range of 72 to about 90 degrees, or any desired orientation. Atypical standard layer of ply has a depth or gauge in the range of about0.04 to about 0.06 inches, typically 0.045 inches, with a cord spacingin the range of about 18 to about 36 epi, typically about 28 epi. Thecord diameters of a standard ply layer are typically in the range ofabout 0.022 to about 0.031. The ply layers 120,130 may also be ofreduced thickness and have a reduced cord spacing as described in moredetail, below.

FIGS. 4A-4C illustrate the assembly of the tire components on a tirebuilding drum of the tire of FIG. 3. As shown in FIG. 4A, first an innerliner 112 is laid up on the midsection of a tire building drum 200.Next, an optional first and second toeguard 140 a, 140 b is placed onthe outer edges of the inner liner 112 at the location where the beads114 a, 114 b will be placed. A first layer of ply 120 is applied on theright hand side of the drum so that one end 122 of the first ply layer120 is located inside of where bead 114 a will be placed, while thesecond end 128 extends laterally outwards therefrom. A first bead 114 aand optional apex 116 a is set over the toeguard 140 a, liner 112 andply end 122. Then a second layer of ply 130 is applied so that one end134 of the second ply layer is located inside second bead 114 b whilethe second end 132 extends laterally outwards therefrom. A second bead114 b and optional apex 116 b is set over the second toeguard 140 b,liner 112 and second layer of ply 130. The beads are preferably lockedin place on the tire building drum.

After the tire components have been laid up on the tire building drum,the right hand side tire components may be turned up on the tirebuilding drum using conventional means such as inflatable turn upbladders (not shown). As shown in FIG. 4 b, first the right hand side ofthe tire components are folded over bead 114 a and apex 116 a so thatthe first layer of ply is in contact with the innerliner 112, and theouter end 128 of the first layer of ply 120 extends over to the oppositebead 114 b. Next the left hand side of the tire components are foldedover the bead 114 b and apex 116 b so that the outer end 132 of thesecond layer of ply 130 is located over the opposite bead 114 a, asshown in FIG. 4 c. Alternatively, the turn up order could also bereversed, if desired. Next the components can be stitched so that theinner liner and ply layers can be secured together.

Once all of the tire components are assembled, the carcass assembly 100can be toroidally shaped by moving the beads and carcass componentsaxially inward as the assembly is expanded radially to a toroidal shapeas shown in FIG. 3.

A cross-sectional view of a second embodiment of a tire assembly 200 isshown in FIG. 5. The tire assembly 200 includes all of the tirecomponents as shown in FIG. 3 and described above, except that adifferent ply construction is utilized. Instead of ply layers 120,130 asdescribed above, ply layers 210,220 are utilized. Ply layer 210 islocated radially outward of the inner liner 112, and has a first end 212located adjacent bead 114 b. The ply layer 210 extends up from the firstend 212, up the sidewall 104 b, under the tread 102, down the othersidewall 104 a and extends down to the other bead 114 a. The ends212,214 of ply layer 210 do not wrap around either bead.

A second layer of sidewall ply 220 a,b is located radially outward ofthe first layer of ply 210 in the sidewall and shoulder area. A firstsidewall ply 220 a has a first end 222 located under the inner treadbelt 108 and extends down the sidewall 104 a, wraps around the bead 114a and optional apex 116 a, and has a turned up end 224 located on theinterior of the tire assembly. A second sidewall ply 220 b has a firstend 226 located under the inner tread belt 108 and extends down thesidewall 104 b, wraps around the bead 114 b and optional apex 116 b, andhas a turned up end 228 located on the interior of the tire assembly.Thus the second layer of ply 220 does not extend under the crown portionof the tire.

The first layer and second layer of ply 210,220 may be comprised ofconventional ply, having a typical gauge thickness and cord spacing. Theply layers 210,220 may also be of reduced thickness and of reduced cordspacing as described in more detail, below.

FIGS. 6A and 6B illustrate the layout of the tire components on a tirebuilding drum. As shown in FIG. 6A, first an inner liner 112 is laid upon the midsection of a tire building drum 200. Next, an optional firstand second toeguard 140 a, 140 b is placed on the outer edges of theinner liner 112 at the location where the beads 114 a, 114 b will beplaced. A first layer of ply 220 a is applied on the right hand side ofthe drum so that one end 224 of the first ply layer 120 is located overthe first toeguard 140 a and liner 112 while the second end 222 extendslaterally outwards therefrom. A first bead 114 a and optional apex 116 ais set over the toeguard 140 a, liner 112 and ply end 224. Then a secondlayer of ply 220 b is applied so that one end 228 of the second plylayer is located over a second toeguard 140 b, and liner 112 while thesecond end 226 extends laterally outwards therefrom. A second bead 114 band optional apex 116 b is set over the second toeguard 140 b, liner 112and second layer of ply 220 b. The beads are preferably locked in placeon the tire building drum. Next, ply layer 210 is laid up on the drumand is positioned over the inner liner 112 and has ends extending frombead 114 a to bead 114 b.

After the tire components have been laid up on the tire building drum,the right hand side and left hand side tire components may be turned upon the tire building drum using conventional means such as turn upbladders (not shown). As shown in FIG. 6 b, the shoulder plies 220 a,220 b are folded over bead 11 4 a and apex 11 6 a with the ends 222 a,bfolded over into contact with the ply 210. Next the components can bestitched so that the inner liner and ply layers can be secured together.Once all of the tire components are assembled, the carcass assembly 100can be toroidally shaped by moving the beads and carcass componentsaxially inward as the assembly is expanded radially to a toroidal shapeas shown in FIG. 5. In summary, tire assembly thus comprises abead-to-bead ply layer 210 which extends to, but does not wrap aroundbeads 114 a,b. The tire assembly further comprises first and secondshoulder plies 220 a,b which are not joined together and are not locatedin the crown region. Each shoulder ply 220 a wraps around a respectivebead so that the turn up end is located on the interior face of thetire. The first and second shoulder plies 220 a, 220 b and thebead-to-bead ply 210 are each preferably comprised of reduced-gauge plywith reduced epi, as described in more detail, below. Thus in theshoulder and apex regions where the ply layers overlap, the layerscombine to have the full epi, full gauge of a normal ply layer.

A cross-sectional view of a third embodiment of a tire assembly 300 isshown in FIG. 7. The tire assembly 300 includes all of the tirecomponents as shown in FIG. 5 and described for tire assembly 200 above,except that shoulder inserts are additionally utilized for a run flat orextended mobility tire construction. A first shoulder insert 310 a,b islocated between the liner 112 and the bead to bead ply 210 in theshoulder of the tire assembly 300. The shoulder insert extends from nearthe top of apex 116 to near the edge of the belts 108 in the shoulderarea. An optional second set of shoulder inserts 320 a,b are locatedbetween the bead to bead ply 210 and the shoulder plies 220 a,b. Thesecond set of shoulder inserts 320 a,b extend from near the edge ofbelts 108 to near the apex 116 a,b.

The layout of the tire components is shown in FIGS. 8A and 8B. As shownin FIG. 8A, first an inner liner 112 is laid up on the midsection of atire building drum 200. Next, a first and second toeguard 140 a, 140 band liner 112 is placed on the outer edges of the inner liner 112 at thelocation where the beads 114 a, 114 b will be placed. A first layer ofply 220 a is applied on the right hand side of the drum so that one end224 of the first ply layer 120 is located over the first toeguard 140 a,and liner 112 while the second end 222 extends laterally outwardstherefrom. A second layer of ply 220 b is applied so that one end 228 ofthe second ply layer is located over a second toeguard 140 b while thesecond end 226 extends laterally outwards therefrom. Next, shoulderinserts 310 a,b are placed over the ends of the inner liner. A firstbead 114 a and apex 116 a is set over the toeguard 140 a and ply end224. A second bead 114 b and apex 116 b is set over the second toeguard140 b and second layer of ply 220 b. The beads are preferably locked inplace on the tire building drum. Next, ply layer 210 is laid up on thedrum and is positioned over the inner liner 112 and has ends extendingfrom bead 114 a to bead 114 b. An optional second set of inserts 320 a,bis laid over the ply layer 210, axially inward of the beads.

After the tire components have been laid up on the tire building drum,the right hand side and left hand side tire components may be turned upon the tire building drum using conventional means such as turn upbladders (not shown). As shown in FIG. 8 b, the shoulder plies 220 a,220 b are folded over bead 114 a and apex 116 a with the ends 222,226folded over into contact with the innerliner 112. Next the componentscan be stitched so that the inner liner and ply layers can be securedtogether. Once all of the tire components are assembled, the carcassassembly 300 can be toroidally shaped by moving the beads and carcasscomponents axially inward as the assembly is expanded radially to atoroidal shape as shown in FIG. 7. In summary, tire assembly 300 thuscomprises a bead-to-bead ply layer 210 which extends to, but does notwrap around beads 114 a,b. The tire assembly further comprises first andsecond shoulder plies 220 a,b which are not joined together and are notlocated in the crown region. Each shoulder ply 220 a wraps around arespective bead so that the turn up end is located on the interior faceof the tire. The first and second shoulder plies 220 a, 220 b and thebead-to-bead ply 210 are each preferably comprised of half-gauge plywith half the desired epi. Thus in the shoulder and apex regions wherethe ply layers overlap, the layers combine to have the full epi, fullgauge of a normal ply layer. The tire assembly further comprises one ormore sets of shoulder inserts for use as an extended mobility tire orrun flat tire construction.

Ply Configurations

Any or all of the ply layers 120,130,210,220 in a tire may also becomprised of a reduced gauge ply having a reduced thickness on the orderof about 30% to about 100% of the gauge thickness of a standard layer ofply. A standard layer of ply is defined herein as having a depth orgauge in the range of about 0.04 to about 0.06 inches, typically 0.045inches, with a cord spacing in the range of about 18 to about 36 epi,typically about 28 epi, and with cord diameters in the range of about0.022 to about 0.031 inches. The cord diameters of a standard ply layerare typically in the range of about 0.022 to about 0.031. The ply layersin a tire may have different thicknesses. Alternatively, one or more ofthe ply layers may have a reduced cord spacing on the order of about 30%to about 100% of the epi spacing of a standard layer of ply.Alternatively, any or all of the ply layers in a tire 120,130,210,220may be comprised of a reduced gauge ply having a reduced thickness onthe order of about 30% to about 100% of the normal gauge thickness and areduced cord spacing on the order of about 30% to about 100% of the epispacing.

One example of a ply layer construction is shown in FIGS. 9 a and 9 b.The first layer and second layer of ply A,B may each have a gaugethickness in the range of about 30% to about 100% of standard ply gauge,and a cord spacing in the range of about 30% to about 100% the standardcord spacing. In one example, ply layers A,B may each comprise a gaugethickness of about 50% standard thickness and a reduced cord spacing ofabout 50% of the standard cord spacing. When layers A,B are combinedtogether, the total thickness of both layers is about 100% of thestandard thickness and a combined epi cord spacing of about 100% of thestandard epi. However, ply layers A,B may each have different gaugethickness and cord spacing and when layered together, the combined totalthickness may result in a nonstandard thickness and cord spacing.

As shown in FIG. 9B, the cords of ply layers A and B may be oriented atthe top edge of the ply. The cords of the first layer of ply A may beoffset from the cords of the second layer of ply B as shown in FIG. 9B.For example, when the two layers of ply are assembled together, they mayhave the thickness and cord spacing of a typical layer of ply.

Alternatively as shown in FIGS. 10A and 10B, ply layers A′,B′ may havethe cords projecting from the gum surface of the ply. The layers A′B′may be stacked on top of each other so that the gum or back edge of thefirst ply layer mates with the upper surface of the second ply layer asshown in FIG. 10B.

Alternatively as shown in FIGS. 11A-11C, ply layers may have a non-flushcord configuration coated with a skim coat of rubber. Ply layers C,D maybe assembled such that the cords are abutted face to face wherein thecords of the C layer are located between the cords of the D layer, asshown in FIG. 11C.

The ply layers C,D may be formed from a calender system 400 as shown inFIG. 12. Rubber is fed to the nip of first calender roll 402 and asecond calender roll 404 to form the base gum layer 406 of the ply. Trimknife 408 is used to trim off excess rubber to form the desired width ofthe base gum layer 406. Pull off roller 410 guides the base gum layer406 and maintains the appropriate tension. The base gum layer 406 is fedto assembly roller 412 having an adjustable epi die 414 located inmating contact with the base gum layer 406. A plurality of cords is fedthrough the die inlet into engagement with the base gum layer mountedover the assembly roller 412. The die maintains the desired cordspacing. The cords are pressed into the top layer of the base ply by thepressure of the die against the assembly roller 412. An optional skimcoat of rubber 422 may be applied as a top layer over the cords. Rubberis fed between two rollers 418,420 having a desired clearance gap toform the desired gauge of the rubber skim coat. The skim coat 422 isapplied over the cord/gum layer wherein stitcher roller 414 stitches theskim layer onto the cord/gum layer. Trim knife 424 trims the formed plyto the desired width.

The ply layers shown in FIGS. 9-11 may also be formed from a cross-feedextruder system 500 shown in FIG. 13. As shown in FIG. 13 b, across-feed extruder die 510 may be used having grooves 514 in the upperplate 512 of the die for receiving the cords therein. The grooves arespaced to match the desired cord epi spacing. The cords are pulledthrough the cross feed extruder by pull-up roller 520. As the cords arepulled through the cross feed extruder, they are coated with rubber.

While the present invention has been described with respect to certainspecific examples, it will be apparent that many modifications andvariations are possible without departing from the scope of thefollowing claims.

1. A pneumatic tire comprising: first and second axially-spaced beadcores, a carcass having at least one belt extending under a tread, and afirst ply layer having first and second ends, a first end is locatedaxially outside and adjacent a first bead core, and a second end thatextends from a position axially outside a second bead core to a positionaxially inside and around the second bead core; the carcass furthercomprising a second ply layer having first and second ends, a first endis located axially outside and adjacent the second bead core, and asecond end that extends from a position axially outside a first beadcore to a position axially inside and around the first bead core.
 2. Thetire of claim 1 wherein the first ply layer has a gauge thickness in therange of about 0.02 to about 0.06 mils.
 3. The tire of claim 1 whereinthe first ply layer a cord spacing in the range of about 18 to about 36epi.
 4. The tire of claim 1 wherein the first ply layer a cord spacingin the range of about 9 to about 29 epi.
 5. The tire of claim 1 whereinthe second ply layer has a gauge thickness in the range of about 0.02 toabout 0.06 mils.
 6. The tire of claim 1 wherein the second ply layer hasa cord spacing in the range of about 18 to about 36 epi.
 7. The tire ofclaim 1 wherein the second ply layer has a cord spacing in the range ofabout 9 to about 29 epi.
 8. The tire of claim 1 wherein a pair ofshoulder inserts is positioned between the first and second ply layer inthe shoulder region.
 9. The tire of claim 1 wherein a pair of shoulderinserts is positioned between one of said ply layers and an innerliner.10. The tire of claim 1 wherein a first pair of shoulder inserts arepositioned between the first and second ply layer in the shoulderregion, and a second pair of shoulder inserts are positioned between oneof said ply layers and an innerliner.
 11. A pneumatic tire comprising: afirst and second axially-spaced bead core, a carcass having at least onebelt extending under a tread, and a first ply layer having first andsecond ends, a first end is located axially outside and adjacent a firstbead core, and a second end that is located axially outside and adjacenta second bead core; the carcass further comprising first and secondshoulder ply layers each shoulder ply layer having first and secondends, a first end is located under the tread belt, the shoulder plyextending down the side wall region with the second end folding from aposition axially outside a respective bead core to a position axiallyinside and around the bead core.
 12. The tire of claim 8 wherein thefirst ply layer has a gauge thickness in the range of about 0.02 toabout 0.06 mils.
 13. The tire of claim 8 wherein the first ply layer acord spacing in the range of about 18 to about 36 epi.
 14. The tire ofclaim 8 wherein the first ply layer a cord spacing in the range of about9 to about 29 epi.
 15. The tire of claim 8 wherein the shoulder plylayer has a gauge thickness in the range of about 0.02 to about 0.06mils.
 16. The tire of claim 8 wherein the shoulder ply layer has a cordspacing in the range of about 18 to about 36 epi.
 17. The tire of claim8 wherein the shoulder ply layer has a cord spacing in the range ofabout 9 to about 29 epi.
 18. The tire of claim 8 wherein a pair ofshoulder inserts is positioned between the first and second ply layer inthe shoulder region.
 19. The tire of claim 8 wherein a pair of shoulderinserts is positioned between one of said ply layers and an innerliner.20. The tire of claim 8 wherein a first pair of shoulder inserts arepositioned between the first and second ply layer in the shoulderregion, and a second pair of shoulder inserts are positioned between oneof said ply layers and an innerliner.